Hopper-car with flush doors.



No. 727,621. PATENTE-D. MAY l2, 1903.

\ J. M. HANSEN.

HOPPER GAR WITH FLUSH DOORS.

APPLICATION FILED JULY 3l, 1902.

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PATENTED MAY 12, 1903.-

J. M. HANSEN-- HOPPBR CAR WITH PLUSH DOORS.

APPLICATION FILED JULY 31| 1902.

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ocaooomoo No. 727,621. A PATBNTBD MAY 12, 1903. J. M. HANSEN.

HOPPER GAR WITH FLUSH DOORS.

APPLICATION FILED JULY 31, 1902.

NO' MODEL. 5 SHEETS-SHEET 3.

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, J. M. HANSEN. HOPPER GAR WITH PLUSH DOORS.

PATBNTED MAY 12, 1903.

APPLICATION FILED JULY 31, 1902.

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ATBNTBD MAY 12, 1903.

J. M., HANSEN. HOPPER CAR WITH PLUSH DOORS.

l APPLICATION FILED JULY 31, 1902. y

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N0 MODEL.

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UNITED; STATES *Patented May i2, IQ.

Prien.

PATENT HOPPER-CAR WITH FLUSH DOORS.

SPECIFICATION forming part of Letters Patent N 0. 727,621, dated May 12,1908.

Appiiauoifiin July si, 19in.

To all whom it may concern: n

Be it known that I, J oHN M. HANSEN, a resident of Pittsburg, inthe county of Allegheny and State of Pennsylvania, have invented new and useful Improvementin Hopper-Cars with Flush Doors; and I do hereby declare the following to be a full, clear, and exact description thereof.

My invention relates to metallic railwaycars, and more especially to that type of cars known as hopper-,carsff Itsobject is to improve cars of this type in details of construction, which will be hereinafter described and claimed. ,i

In the accompanying drawings, Figure lis a longitudinal verticalsection through one half of the car, taken partly on a plane passing between the center sills and4 the sideV of the car and partly on a plane passing through the longitudinal; center of the car. Fig. 2 is a side view of the otherhalf of the car. Fig.. 3 shows at its upper portion a plan View of one half of the Ycar landat its lower portionya plan of the car withfthe floor-plates removed. Fig. Il is a transverse sectionon the-line 4 4, Fig. 3; and Fig. 5 on its left-hand portion'isY an end View of the ear and on' its'right-hand portion a transverse sectionon the line 5 5, Fig. 3.

My car is of that type having center sills only, there being no lside sills, but the sides of the body of the car being formed as plategirders, which assist in supporting the load. The underframe comprises center sills, bodybolsters, draft sills, end sills, and appurtenant parts. The center sills 1 comprise 'channel shapes, preferably rolled channelbeams, placed parallel and with their ianges turnedinwardly. Theyextend longitudinally through the central portion of the car-body and beyondthe'body-bolsters2. Thesebodybolsters are of the' built-up type, and each comprises a Apair of-web-plates 3, one on each side of the centersillsand extending from the latter out to the sides of the car and preferably being tapered onl their lower edges toward their outer ends. These web-plates extend a considerable distance above the center sills and have riveted thereto, near their n pper edges, flanged bars, which are shown as angle-bars 4, one on either side thereof. Z or other bars may be used in place of the anhthe web-plates.

serial No. 117,780. (No mani gle-bars 4. These angle-bars extend continuously'from side to side of the car and constitute the tension member of the bolster and form the top of the bolster proper. The webplates extend-above the angle-bars 4 and have their upper edges bent atan angle corresponding to the slope of the floor of the body of the car, as shown at 5, and serve as supports for the door-plates, to which they are secured by rivets. Attached to the compression or lower side of the Web-plates 3 are angle-bars 6, one on each face of said Web-plates and extending from the ends of said plates to the center sills. yThe compression side of the bolster is l still further reinforced by a cover-plate 7, whichA extends from sections 8, riveted to the ends of the bolster continuously underneath thecenter sills to the opposite side.

Between the center sills at each bolster is a brace 9, preferably formed of ,cast metal, which is riveted to the center sills and bears upon the lower cover-plate 7. .Each center brace is provided with a boss u10, provided With a vertical hole through which the center pin passes. The center bearing-plate 11 is riveted to the bottom cover-plate 7. Above the center sills the web-plates3 are united by plates 12, which have their upper edges overlapped bythe angle-bars 4 and v their lower edges turned'outward to form iianges 13, which rest uponthe ,upper anges of the center sills. Vertical angle-bars 14 are applied on each face of the Web-plates 3, adjacent to the center sills, and have one of their iianges riveted to a web-plate and tie-plate .'12 and their outer iiangcs riveted to the cene ter sills. These serve to unite the body-bolster and sills and resist the shearing forces at the adjacent sections of the body-bolster. Vertical angle-bars 1G are riveted to the webplate on each face thereof, above 'or' near to the body side bearings 17, and serve. to stiffen Attheiends of t'hebolsters are similar vertical angle-bars 18, which also serve to stiifen the holsters, while their projecting flanges serve as a convenient means Vfor the attachment of side plates and sub side sills of the car. Horizontally-arranged angle-pieces 19 are riveted to the outer faces of the web-plates 3 on each side of the center sills. To the horizontal members of these angle-pieces `and to the top of the center sills IOO are secured connection or gusset plates20, to which are connected the inner ends of horizontal diagonal braces 22, which extend outwardly to the corners ot' the car-frame, to which they are secured by the gusset-plates 23.

The end sill consists of a Z-bar 25,extending continuously across the car and lying above and suitably secured to the draft-sills 26. The end sills are connected at the corners of the car by means ofthe gusset-plates 23 and push-pole pockets 27 to the sub side sills 28. The latter are formed ol' Z-bars having their upper lianges turned inwardly and their lower ianges turned outwardlyand extend from the corners of the car to and are riveted to the ends of the body-holsters. The draft-sills 26 are pressed channel shapes having their ianges turned outwardly. These draft-sills are of less depth than the center sills, and their inner ends are overlapped and riveted to the outer faces of the webs of the center sills. Just beyond the ends of the center sills the draft-sills are connected by the cross tieplate 3l, the ends of which are interposed between angle-bars 32 and the top flanges of said draft-sills. Rivets pass through the hoi-i.- zontal members ofthe angle-bars 32, the ends of the cross tie-plates 3l, and the top iianges ofthe draft-sills. The vertical members of the angle-bars 32 are riveted to the webs of the center sills. Draft-lugs 33 are attached by rivets in proper position to the webs of the draft-sills, the rear draft-lugs in some instances being also attached to the webs of the center sills.

The outer ends ofthe d raft-sills are reduced in depth, as shown in Fig. l, and lie underneath the end sill 25. At the end of the car, at the center thereof, a hood or apron 35, made preferably of a pressed steel plate, is riveted lo the lower flange of the end sill 2.5 and secured to the ends of the draft-sills by short vertically-arranged angle-pieces 36. Lying beneath the draft-sill hood and between the same and the draft-sills and riveted to both are the coupler-horn braces 37. Adraw-bar carrier 38, made of a section of angle-bar, is supported by hangers 39, composed of fiat pieces of plate metal riveted to the draft-sill hood 35 and bolted to the draw-bar carrier. Between the draw-bar carrier and the lower flange of the draft-sill hood are placed the lower ends of the draw-bar liners 40.

The body of the car is formed oi' suitable side plates, end plates, Hoor-plates, and support-ing and stiffening parts. The side plates 44; are flat and trimmed to the proper shape.

The end plates e5 are flanged at their lowerv cured to the underframe, so that they serve not only to imite the end and side plates, but act also as struts or corner-posts to transmit a portion of the weight of the car-body and lading to the underframe. Extending along the tops of the side and end plates are anglerails 50, whose vertical legs overlap, bear against, and are riveted to said side and end plates. The vertical legs of the angle-rails may lie either on the outside or the inside of the side and end plates, and the horizontal legs may extend either outwardly or inwardly with respect to the car-bod y. The angle-rails on the sides. and ends of the car are united at the corners of the car by connecting coverplates or top corner-gussets 5l, which are riveted thereto. To the lower edges of the side plates between the body-holsters are anglerails 53, attached thereto in the same manner as those at the top of the car. The top and bottom angle-rails serve not only to increase the strength of the sides, which are practically plate-girders, and assist in supporting the load, but also stiften the same and prevent bulging or other lateral deformation of the sides, and the top angle-rails prevent the undesirable and dangerous exposure of the comparatively sharp edges ofthe side and end plates. 'lhese angle-rails produce substantially the same :finish as the {ianges which are commonly formed on the edges of the side plates by pressing or bending; but their efficiency as lateral stiffeners is greater.

The side plates all lie in the same vertical plane, and they are united at their adjacent edges by trough shaped stakes 5l, to the flanges of which the side plates are riveted. These stakes are preferably of uniform crosssection throughout and lie between the horizontal members of the top and bottom anglerails. 'lo each side plate between the bodyholsters and about midway of said plate is riveted a vertical angle-bai' 55 to further stiften the plate. Cover-plates 56 in the'form of strips or welts are applied to the side plates inside the car opposite the stakes to increase the strength of the joints and to exclude the lading from the troughs of the side stakes. Steps 57 are attached to the sides inside the car and serve to facilitate the passage of trainmen over the car. .l

The floor-plates 46 slope from the ends ol'i the car downwardly to the hopper-openings, said floor-plates being supported on the flanged upper edges 5 of the web-plates 3 of the body-holsters, as described. Between the body-holsters and the ends of the car anglebars 5S are attached to the under side of the Hoor-plates in oi'der to prevent them from sagging and to furnish a convenient means for attaching the outside floor-struts 59, and particularly the center floor-struts (50. The latter extend from the draft-sills 26 diagonally upward and are united to the anglebars 58 by connecting-plates Gl. They may be so shaped at their lower ends as to admit of being riveted directly without the inter- IIO vention of `any connecting-plate to the upper flanges of the draft-sills; but preferably they are riveted to the webs of said draft-sills and are so shown. The side floor-struts 59 are attached at their lower ends by means of connection-plates 62 to the Z-shaped sub side sills 28, and they extend upwardly in an inclined direction and have their upper ends riveted directly to the side plates 44 of the lo car and are also connected by means of the connection-plates 63 to the angle-bars 58. Braces 64 are attached to the sub side sills near the corner of the car and extend diagonally upwardly and inwardly and are secured I5 to the angle-bar 58 by means of connectingbraces 65.

The hopper is formed by outside hoppersheets 66, riveted to the sides of the car, and inside hopper-sheets 67, secured to the center 2o sills. The outside hopper-sheets 66 are as near fiat in shape and vertical in position as they can be `made after being provided with a proper oifset to pass over the lower side angle-rails. They are strengthened by means z 5 of angle rails 68, riveted to the inclined end portion thereof, and horizontal anglerails 69, riveted to the lower edges thereof, the latter angle-rails also serving as doorstops. The inside hopper-sheets 67 extend 3o above and below the center sills andare so shaped above the center sills as to presentinclined surfaces to the lading, so that the car will be self-clearing. Theirupper edges are turned to form vertical angles 70, by means of which they are riveted directly to each other to form the central longitudinal hood over the center sills. Their bodies lie against the webs of the center sills and are riveted thereto. They likewise have at their inclined 4o end portions the stiffening-flanges 7l and along their lower edges horizontal stiffening angle-bars 72, which also serve as door-stops.

The inclined hopper-bottoms are strengthened by angle-rails 73, secured to the center sills and extending outwardly and secured to the outer hopper-sheets.

The hopper is divided into three compartments by two transverse diaphragms or partitions 75, which have for their primary object 5o the tying together of the sills and sides of the car and the stiffening of the car in general. These diaphragms are comparatively deep, and each consists of two web-plates 76, one between the center sills and either side ot' the 5 5 car. These web-plates are of considerably greater depth than the center sills and project below the same and also project above the longitudinal center ridge. Two anglebars 77 are riveted to the lower edge of each 6o pair of these web-plates, one on either side thereof, and extend continuously from side to side of the car. A similar an gle-rail 7 8 is riveted to the upper edge of each pair of the webplates and also extends continuously from side to side of the car. On the opposite faces of the web-plates, at their upper edges, is riveted a shorter angle-rail 79, which does not extend entirelyto the sides of the car, so as to permit the application of the obliquebraces 80. The latter are preferably angle-bars riv eted at their vlower ends directly to the webplates 76 and beingsecured at their upper ends to the side plates of the car by means of the connecting angle-pieces 8l. two pairs of these oblique braces, one at each diaphragm. The angle bars at the lower edges of the diaphragm serve as door-stops, and the diaphragms as a whole are very deep and stil'I and serve to support the center sills and to relieve the latter by transmitting a larger portion of the load to the plate-girder sides of the car than would naturally come upon the latter.

lThe hopper is provided with six horizontally-arranged drop-doors 82, arranged in pairs, there being a pair of oppositely-swing` ing doors for each compartment of the hopper and the doors being stiened or reinforced byy means of the angle-bars 84. `By this arrangement three operating-shafts 85 are made to control all of the doors. Each of these operating-shafts extends completely through the center sills `and projects slightly beyond the outer face of one outside hopper-sheet, being there provided with a squared end for turning the same and a toothed wheel 86 for the holding pawl or dog 87. These operating-shafts pass through the webs of the center sills, and near the central portion of each shaft, inthe space between the center sills and underneath thelongitudinal hood or ridge, is secured one end of a chain 88, which is adapted to be wound- The ends of the chains remotefrorn the wind- There are IOO ing-shafts are attached to equalizing-levers 90, and the ends of the equalizing-levers are connected to the transverse door-angles by means of links 91 and suitable eyebolts. By

IIO

means of these equalizing-bars and links the doors of each pair can swing open in opposite directions, as shown, and a single operatingshaft can be employed for effectively closing both doors of the pair. y

What I claim is- 1 1. In a metallic hopper-car, the combination with the center and-side sills, of transversely-arranged doors in the bottom of saidtransversely-arranged doors in the bottom of said car, and a transverse diaphragm or transom comprising a girder-like structure located between adjacent doors and securedto the center sill and sides of the car, one pair of said doors being hinged to said girder.

3. In a metallic hopper-bottom car-,the co'mbination with the center and side sills, of transversely-arranged doors in the bottom of said oar, transverse diaphragms or transoms between said doors and secured to the center sill and sides of the car, one pair of said doors being' supported from each of said diaphragms, and oblique tie-bars secured at their lower ends to said diaphragms and at their upper ends to the sides of the car.

4. In a metallic hopper-bottom car,the oombination with the center sill and sides of the car, of a transverse diaphragm consisting of two web-plates, one on either side of the center sill, said Web-plates extending above and below the center sill, flanged bars riveted to the web-plates near the top and bottom edges thereof and extending from side to side of the oar, means for securing the diaphragm to the sides of the car and to the center sill, and transverse doors in the car-bottom hinged to said diaphragm.

5. In a metallic hopper-bottom car,the combination with the center sill and sides of the car, of a transverse diaphragm consisting of two web-plates, one on either side of the center sill, said web-plates extendingabove and below the center sill, a flanged bar riveted to the lower edges of said Web-plates and extending continuously from side to side of the car underneath the center sill, a flanged bar riveted to the upper edges of said plates and extending continuously from side to side oli' the oar above the center sill, and oblique braces riveted to the web-plates and suitably secured to the sides of the car.

35 In testimony whereof I, the said JOHN M.

HANSEN, have hereunto set my hand.

JOI-IN M. HANSEN.

Witnesses:

A. M. STEEN, Gr. C. RAYMOND, 

